Spherical wheel vehicle

ABSTRACT

The present invention is an improved apparatus for wheeled vehicles. The use of spherical wheels allows the vehicle to be operated on slides that have steep elevation changes and quick turns and curves. Each spherical wheel is attached to the vehicle at a predetermined angle so that the longitudinal axis of the spherical wheel is perpendicular to where the spherical wheel contacts the surface. For a curved slide, the longitudinal axis of the spherical wheel is perpendicular to the tangent line. The spherical wheel vehicle allows amusement park operators to have a dual use slide, allowing it to be a water slide in the summer months and be a dry slide through use of the spherical wheel vehicle in colder months.

CROSS-REFERENCES TO RELATED APPLICATIONS

This application claims the benefit of U.S. provisional applications Ser. No. 61/819,362 filed May 3, 2013 and Ser. No. 61/822,167 filed May 10, 2013, both entitled Spherical Wheel Sled, which are incorporated by reference herein.

STATEMENT REGARDING FEDERALLY SPONSORED RESEARCH OR DEVELOPMENT

Not applicable.

BACKGROUND OF THE INVENTION

1. Field of the Invention

The present invention relates to a vehicle capable of coasting down a slide at high speeds without steering aids or a separate guiding system such as rails or tracks.

2. Description of the Related Art

The slide is a common attraction for people of all ages and is commonly found in amusement parks around the United States. A majority of slides are powered by gravity and have a variety of shapes, curves and elevation changes. There are numerous methods in which a riders coasts down a slide ranging from a complicated system requiring a transport apparatus to the simplistic where the rider simply slides without any apparatus. Inherently a slide creates friction which reduces the speed in which a rider coasts down a slide. As a result, all slides are designed to reduce friction depending on the desired level of thrill for the slide. A variety of friction reducers are used including adding water as a medium to support the rider down the slide, use of a wheeled vehicle, use of non-wheeled vehicles such as sleds, rafts, or tubes, or the use of a smooth surface. The specific friction reducer method, or combination of methods, is dictated by the level of thrill seeking sought, the age of the riders, and the temperatures at which the slide may operate (e.g. year-round or only in summer months).

Based on current technology, the most thrill-inducing slides are generally water-based. The water acts as a predictable lubricant on the slide and reduces the friction or drag created by the rider on the surface of the slide. The addition of water adds a level of predictable behavior due to the ability to control the flow and the volume of water. The ability to control the flow and volume of the water allows a water-based slide to be designed or modified for use with or without a transport device such as a tube or raft. As a result the friction reducing qualities and control, water-based slides feature more high banking turns and steep elevation changes while maintaining a generally safe ride. However, water-based slides are limited to operation in warmer months due to a rider's need to have swim wear and be amenable to becoming wet. Additionally, a water-based slide with high banking turns and steep elevation changes is not realistically capable of operation without water. As will be described below, currently existing wheeled vehicles are not responsive enough to be operated safely on such a slide. Thus, an amusement park owner that utilizes water-based slides is limited to the operational window of warmer months.

Waterless slides, in contrast to water-based slides, require specialized systems to achieve predictability of operation. For a high thrill-inducing slide, permanent infrastructure is generally required in the form of a rail or guidance system to keep the vehicle on a well-defined track or course. As a result, there is generally no variability in the ride as the particular path is predefined. Waterless slides that do not use a fixed track or guidance system are generally unsafe or have a low excitement factor as they are limited in the ability to turn and to traverse steep elevation changes. The lack of safety stems from the limitation in wheeled vehicles to respond quickly to changes in direction and/or limited to user error if steering is required by the user. Failure to adapt to curve or a change in direction may result in the vehicle flipping over. As presently taught in the industry, a standard wheeled transport device has significant limitations in: 1) permanent infrastructure of the slide such as construction of a track, rail, or guidance system, 2) inherent limitation in the wheels, and/or 3) limitation of the rider's ability to steer at high speed and significant curves. Thus, it is not currently practical or feasible to convert a water-based slide for use without water utilizing current wheeled transport devices.

The standard wheeled sled utilizes swivel castors or a plurality of fixed-place wheels. Both types of wheels have inherent limitations. Swivel castors have the ability to rotate a fixed wheel 360 degrees along a surface. As the direction of the fixed wheel is changed, the swivel adjusts to redirect the fixed wheel along the force. To accommodate a change of direction, the friction created by the fixed wheel on the surface, either from steering or the curved surface, is translated to the swivel joint. The friction force must be strong enough to overcome the internal friction within the swivel joint in order to change the direction of the wheel. In a high speed application this creates at least two problems: 1) the delay in translating the friction of the surface force into a change of direction made by the swivel joint resulting in instability of the device and slowed momentum; and 2) the amount of friction involved resulting in a lowered speed of the transport device.

Swivel casters also may experience flutter in high speed situations if the wheel is not engaged on the surface. When the wheel re-engages the ground, flutter may cause the wheel to engage the surface in a direction that does not mirror the direction of the vehicle (force). When this occurs substantial friction is generated between the wheel and the surface until the swivel joint can realign itself with the specified force direction. This is a significant safety hazard as the friction may suddenly reduce the speed of the vehicle or radically shift the direction of the vehicle causing it to be unstable.

The limitations of swivel castors are seen in the common grocery cart. The traditional grocery cart is adequate for traversing halls in a slow manner, but when a turn occurs at a high rate of speed the swivel casters have difficulty negotiating the curve smoothly. Such fast turns typically require increase force (more pushing) to negotiate the high speed turn due to the internal friction and delayed response of the swivel castor. If flutter occurs, the cart may suddenly turn in the wrong direction, substantially reduce speed, or cause the cart to be unstable and tip over. In the slide industry, vehicles with swivel castors are generally utilized on slides that are low speed with gradual or no curves. Otherwise the swivel castor creates a significant safety hazard.

Fixed-place wheels are similarly limited in that they require a guidance system in order to traverse changes in direction. The typical guidance system utilizes a user controlled steering mechanism which allows the wheels to change direction. The disadvantage of this system is that it is subject to significant user error, especially when high speeds and steep banking curves are part of the slide. Other guidance mechanisms include rails or tracks that dictate the direction of the sled. However, these guidance systems require a specially designed slide with specialized infrastructure.

Generally, water-based slides provide the fastest ride experience due to the reduction of friction through utilization of water. These types of slides create a fast ride experience through steep elevation changes and high banked turns designed to maintain and increase speed. However, water-based slides, due to the use of water, are limited to use in warm weather. Repurposing a water-based slide is presently not practical or safe with the existing lot of wheeled transport devices.

SUMMARY OF THE INVENTION

The present invention is an improved wheeled vehicle comprising a spherical wheel to contact the slide surface. The spherical wheel is omni-directional as it may rotate in any direction. Each spherical wheel is attached to the vehicle at such an angle that the longitudinal axis of the spherical wheel is orthogonal to the surface of the slide. This allows the spherical wheel vehicle to operate on flat surfaces as well as tubular/channel shaped slides. Depending on the diameter of the tubular/channel shaped slide, each spherical wheel is angled appropriately to ensure the longitudinal axis of the spherical wheel is orthogonal to the tangent line of the curved surface of the slide. Angling in such a manner distributes the weight of the vehicle directly onto the surface of the slide which prevents any inward/outward forces from acting on the spherical wheel. The reduction of inward/outward forces reduces friction on the spherical wheel, helps maintain the downward momentum of the vehicle, and causes the vehicle to naturally follow the curves of the slide.

As a result, the present invention is capable of operation on a slide typically designed for use with water. This allows amusement park operators to have a dual use slide, allowing it to be a water slide in the warmer months and be a dry slide through use of the spherical wheel vehicle in colder months. The use of the spherical wheel vehicle maintains a similar thrill level without incurring substantial retrofitting of the slide. Furthermore, the spherical wheel vehicle provides a safe transport device as it is substantially less likely to have a wheel become stuck or suffer from flutter as is commonly observed in swivel casters.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a top-down view of the spherical wheel vehicle with the body.

FIG. 2 is a side view of the spherical wheel vehicle with the body.

FIG. 3 is a top-down view of the spherical wheel vehicle frame with the braking mechanism and spherical wheel assemblies.

FIG. 4 is a view of the underside of the spherical wheel vehicle with the body.

FIG. 5 is a close-up view of the spherical wheel assembly.

FIG. 6 is a close-up view of the braking mechanism.

FIG. 7 shows a spherical wheel vehicle within a slide.

DETAILED DESCRIPTION OF THE INVENTION

As shown in FIGS. 1 and 2, the spherical wheel vehicle 1 comprises a rectangular frame 10 (as seen more clearly in FIGS. 3 and 4) attached to the underside of a contoured body 50 with four spherical wheel assemblies 30 attached to each corner of the frame 10. The contoured body 50 is a singularly-constructed contoured form comprising a lip 51, foot rests 52, leg wells 53, and a seating portion 54. The lip 51 is shaped to fit over the frame 10. The contoured body 50 is attached to the frame 10 through fasteners 59 disposed through the lip 51. Molded into the front of the contoured body 50 are identical foot rests 52 for a rider's left and right foot. Extending toward the rear of the contoured body 50 from the foot rests 52 are leg wells 53 where the rider's legs are positioned. Disposed between the leg wells 53 are vents 55.

A handle 63 of the braking mechanism 60 extends from underneath the body 50 through a slot 56 located behind the vents 55. Behind the braking mechanism 60 and located at the rear of the vehicle 1 is the seating portion 54. A lower back rest 57 is mounted to a “U”-shaped frame piece 25 so the lower back rest 57 is positioned over the rear wall 58 of the seating portion 54.

As shown in FIGS. 2, 3 and 4, frame 10 includes two parallel longitudinal members 11 and two parallel lateral members 20, 21. Each longitudinal member 11 comprises a front angled portion 12 having a first end 13 and second end 14, a rear straight portion 15 having a first end 16 and second end 17, and an angled middle portion 18 positioned between the second end 14 of the front portion 12 and the first end 16 of the rear straight portion 15. Each front angled portion 12 angles downward from a high point at the first end 13 to a low point at second end 14. Each angled portion 18 angles toward the center longitudinal axis 19 of the frame 10 and vertically upward. Between the first ends 13 of the front straight portions 12 is the front lateral member 20. Between the second ends 17 of the rear straight portions 15 is the rear lateral member 21. The “U”-shaped frame piece 25 angles vertically upward from the rear lateral member 21 and is connected to the rear lateral member 21 at terminal ends 42. The junction of each longitudinal member 11 and the lateral members 20, 21 may be angled or may be rounded. Disposed between the two longitudinal members 11, approximately located near the second end 14 of the front straight portion 12, is a crossbar 22. The crossbar 22 angles down from the frame 10 before straightening and running parallel to the front and rear lateral members 20, 21. Leg wells 53 are supported by the crossbar 22 to provide added stability of the vehicle 1. A bracket 23 is attached to the frame 10 at each junction 80 of the longitudinal members 11 and lateral member 20. Brackets 23 are also attached to longitudinal members 11 near the second end 17 of rear straight portion 15. A spherical wheel assembly 30 is attached to each bracket 23.

As best seen in FIG. 5, each spherical wheel assembly 30 comprises a ball 31, housing 32, and a mount 33. The mount 33 is generally cylindrical and has a bore disposed there through. Extending from the opposing end of the upper end 36 of the mount 33 is a housing 32. The housing 32 is a hemispherical shell with the small diameter portion 37 located near the mount 33. The housing 32 has multiple ports 38 extending from near the mount 33 to near the large diameter open end 39. A ball 31 fits within the housing 32 and is secured by a ring-shaped retainer 40. The largest diameter of the ball 31 is smaller than the large diameter open end 39 of the housing 32. The ring-shaped retainer 40 has a smaller diameter than the diameter of the ball 31 and attaches to the housing 32 at the large diameter open end 39. Approximately one-third of the ball 31 extends below the ring-shaped retainer 40 and the housing 32. Located within the internal wall of the housing 32 are bearings 41. Each bearing 41 supports the ball 31 as it rotates within the housing and prevents the ball 31 from contacting the inside surface of the housing 30. The bearings assist the ball in minimizing friction by keeping the ball in relatively uniform position and reduce friction of the ball when changing rotational direction. The ball 31 has omni-directional rotation capabilities.

The mount 33 and housing 32 may be made from any suitably strong material such as glass-fiber reinforced polyamide 6. The ball 31 may be made of a hard plastic and coated with a substance to reduce abrasion and to add shock absorption. This coating may be polyurethane. One example of a suitable spherical wheel 30 has a diameter of 4 3/32 inches, a static load capacity of approximately 220 pounds, and a dynamic load capacity of 154 pounds. One such spherical wheel capable of meeting these standards is model number 106P offered by Spherical Wheel available at http://www.sphericalwheel.com/prod_(—)106p_eng.html.

A spherical wheel assembly 30 is attached to a bracket 23 through bolt 35. A bolt 35 is positioned through the bracket 23 and threadably connected to the mount 33 through the bore. The bracket 23 is positioned at a predetermined angle so that the longitudinal axis 24 of the spherical wheel assembly 30 is perpendicular to the contact point of where the ball 31 contacts the surface of the slide. The bracket may be permanently attached through welding to the frame or may be adjustable to allow the angle of the spherical wheel assembly to be changed according to the requirements of the slide, specifically the slide curvature. Any form of standard adjustment mechanisms including springs, hinges, or slot and pin is suitable for adjusting the bracket to the proper angle.

As shown in FIG. 6, a braking mechanism 60 comprises a brake pad 61, an “L”-shaped lever 62 having a horizontal portion 64, angled portion 65, and vertical portion 73. The vertical portion 73 further comprises a handle 63 on the opposing side from the angled portion 65. The vertical portion 73 of the “L”-shaped lever 62 extends through the slot 56 of the contour body 50 and connects to the angled portion 65. The angled portion 65 is connected to the horizontal portion 64. The angled portion 65 and horizontal portion 64 are positioned under the contour body 50. The “L”-shaped lever 62 is connected to the crossbar 22 with a linkage assembly 66. The linkage assembly 66 comprises two brackets 67, 70, each having a bore hole, connected to the upper surface of crossbar 22. The angled portion 65 of the “L”-shaped lever 62 is disposed between the two brackets 67, 70 and also contains a bore hole in which an anchor bolt 72 is disposed through the first bracket 70, through the angled portion 65, and through the bore of the second bracket 67. The anchor bolt 72 keeps the “L”-shaped lever 62 in place and acts as a pivot point allowing the “L”-shaped lever 62 to rotate along the longitudinal axis 19 of spherical wheel vehicle 1. The brake pad 61 is attached to the underside of the horizontal portion 64 of the “L”-shaped lever 62. The brake pad 61 is made of a material capable of creating friction against the slide surface. In the preferred embodiment the brake pad is made of a material sufficient to create friction and soft enough to not damage the surface of the slide such as a synthetic turf.

A braking frame member 26 extends from the middle of the crossbar 22 toward the front of the vehicle 1 with a slight upward angle. Located near the midpoint of the braking frame member 26 is a stopper 74. The stopper 74 comprises a threaded tube 75 mounted to a side of the braking frame member 26, through which a bolt 76 is threadably connected. A spring + is attached to the braking member 26 near the opposing end of braking frame member 26 from the crossbar 22. The opposite end of the spring 77 is attached to a bracket 78 mounted to the vertical portion 73 of the “L”-shaped lever 62. The compression force of the spring 77 pulls down the vertical portion 73 of the “L”-shaped lever 62 toward braking frame member 26, causing the horizontal portion 64 and the attached brake pad 61 to rotate toward the underside of the contour body 50. The “L”-shaped lever rotates about the linkage assembly 66. Stopper 74 prevents the “L”-shaped lever from rotating any further once the vertical portion 73 contacts the bolt 76. By tightening or loosening the bolt 76 within the threaded tube 75, the distance the vertical portion 73 must travel may be changed.

In the preferred embodiment, as seen in FIG. 7 in which a vehicle is configured for use on a slide with a circular cross section, each spherical wheel assembly 30 is aligned so the longitudinal axis 24 of the spherical wheel assembly 30 is perpendicular to the tangent 27 of the slide surface 29. In other words, the spherical wheel assembly 30 is perpendicular to where the ball 31 contacts the tubular slide 29. To calculate the proper angle α between the spherical wheel assembly 30 and the respective lateral member 20, 21, the following dimensions must be known: the diameter 2 of the slide (d), the width 3 between the respective from or rear spherical wheel assemblies where the spherical wheel assembly 30 attaches to the bracket (w), and the height 4 of the spherical wheel assembly 30 from the contact point at the slide 29 to where the spherical wheel assembly 30 meets the width 3 dimension (ii). The angle α is calculated through the following formula:

${{angle}\mspace{14mu} \alpha} = {{\arcsin \left( \frac{w}{d - \left( {2*h} \right)} \right)} + 90}$

In the disclosed and preferred embodiment, the diameter 2 of the slide 29 is fifty-four (54) inches, the width 3 between the respective two front spherical wheel assemblies 30 and the respective two rear spherical wheel assemblies 30 is eighteen (18) inches, and the height 4 of each spherical wheel assembly 30 is seven (7) inches. The width 3 is measured by the distance between the bolts 35 of each front or rear spherical wheel assembly 30 and the height 4 is measured from the contact point between the bail 3 land slide 29 to the bolt 35. Utilizing the above formula, the resulting angle 28 between the center axis 24 and the front lateral member 20 is approximately 116.74 degrees. Utilizing the same measurements, the proper angle of the rear spherical wheel assemblies is identical at approximately 116.74 degrees.

The width 3 and height 4 dimensions may be modified to suit the specific needs of the vehicle 1 and the specific spherical wheel assembly 30. Narrower vehicles 1 may be desired for faster slides to generate higher speeds and greater g-forces. Wider vehicles 1 may be utilized for adult riders or to improve rider comfort. Based on these parameters, multiple combinations of vehicle width 3 and spherical wheel height 4 are possible. It is also envisioned that the rear spherical wheels 30 may be positioned closer together or farther apart than the front spherical wheel assemblies 30, so long as each spherical wheel assembly is properly angled based on the above formula.

The present invention may be utilized in numerous different slide diameters so long as the proper angle is calculated. For slides that have no curvature or diameter, the proper angle for each spherical wheel assembly is ninety degrees and is not dependent on height of the spherical wheel assembly or the width between the spherical wheel assemblies.

In the preferred embodiment the contoured body 50 and frame 10 are symmetrical with respect to the center longitudinal axis 19. In the preferred embodiment, the longitudinal members 11 and lateral members 20, 21 are constructed of a single piece of tubular steel bent into the above described shape. The single piece provides structural stability to the frame 10 so that it does not bend in operation. In the preferred embodiment, the brackets 23 are welded onto the rounded junctions 80 of the frame 10 to provide structural stability to the frame 10 and to the spherical wheel assemblies 30. In an alternative embodiment, the bracket may be adjusted to accommodate a different angle of the spherical wheel assembly 30. Any form of standard adjustment mechanisms including springs, hinges, or slot and pin is suitable to adjust the bracket.

Operation of the spherical wheel vehicle is discussed in reference to FIGS. 1-7. A rider sits in the seating portion 54 and positions their legs in the leg wells 53 with their feet on the footrests 52. The handle 63 of the braking mechanism 60 is accessible to the rider through slot 56. During normal operation when the handle is not pulled by the rider, the spring 77 compresses and pulls the vertical portion 73 of the “L”-shaped lever 62 until the vertical portion 73 abuts the stopper 74. In this position the brake pad 61 of the braking mechanism 60 is positioned on the underside of the contoured body 50 and does not engage the surface of the slide 29. The spherical wheel vehicle 1 with the rider properly positioned begins coasting down the slide 29 with the force of gravity accelerating the spherical wheel vehicle 1. Air passes from the underside of contoured body 50 through vents 55 to increase aerodynamics of the spherical wheel vehicle 1 and to ensure each ball 31 has sufficient traction on the slide 29. The spherical wheel assemblies 30 are made to operate in numerous conditions as the ports 38 located in the housing 32 assist in removing debris that may become located within the housing 32. For example, if water (e.g. rain) or a small pebble is present on the slide the debris or water may be picked up by the ball 31 and become trapped within the housing 32. The ports 38 create a passage way for the water or debris to exit the housing 32 and prevent interference with the operation of the bearings 41 or the ball 31 within the housing 32. In operation, the movement of the ball 31 creates a force on the debris or water droplets which causes the debris exit the housing 32 through ports 38.

In reference to FIG. 7 and as described above, the angle of attachment a for the spherical wheel assembly is determined in relation to the diameter of the tubular slide 29. Each spherical wheel assembly 30 is attached to lateral members 20, 21 at an angle such that the longitudinal axis 24 of each spherical wheel assembly 30 is perpendicular to the tangent 27 of the slide 29 where ball 31 contacts the slide 29. Although not shown in FIG. 7, each rear spherical wheel assembly 30 is aligned in the same manner With the spherical wheel assembly angled orthogonal to the point of contact with the tangent of the slide, the weight (force) of the vehicle is directed towards the slide 29 in the same orthogonal direction. If the slide is flat and not tubular or channel shaped, then the spherical wheel assembly 30 is perpendicular to the surface of the slide.

The general direction of travel of the spherical wheel vehicle 1 down the slide 29 is in the z-axis, which is perpendicular to the tangent 27 and to the center axis 24. In reference to FIG. 7, the z-axis travels out of the page perpendicularly. Position A of FIG. 7 is in specific reference to a portion of the slide in which there are no turns or curves. In Position A there is no centrifugal force changing altering the z-axis and thus the z-axis remains perpendicular to the tangent of the curve. The ball 31 rotates around an axis of rotation 34 that is parallel to the tangent 27 and perpendicular to the z-axis. In normal operation, each ball 31 of the front pair of spherical wheel assemblies 30 will travel in the same z-axis with each rotating around the a parallel axis of rotation 34.

A centrifugal force acts on the spherical wheel vehicle 1 during turns or banks within the slide 29. The resulting centrifugal force changes the direction of the z-axis in relation to the speed and weight of the spherical wheel vehicle 1 and the degree of the curve. The axis of rotation 34 remains perpendicular to the z-axis which causes the spherical wheel vehicle 1 to move up the curve or bank as indicated by Position B of FIG. 7. When exiting the turn or bank and the centrifugal force is reduced and the spherical wheel vehicle 1 moves down the curve and back toward Position A. Each spherical wheel assembly 30 remains perpendicular to the tangent 27 ensuring even weight distribution onto the surface of the slide regardless if the spherical wheel vehicle 1 is in Position A or moving to or from Position B. The omni-directional capabilities of the ball 31 cause the ball 31 to react to changes in the axis of rotation 34 smoothly and predominantly without friction. When the spherical wheel assemblies 30 are properly angled orthogonal to the tangent of the slide, there is no need for steering apparatuses as the reaction to centrifugal force will efficiently and accurately control the spherical wheel vehicle as it navigates turns and curves within the slide.

The angle of the spherical wheel assembly 30 is important to efficient operation of the spherical wheel vehicle 1. If the weight (force) of the vehicle is not directed orthogonal to the slide 29, then a component of the weight (force) is directed inward or outward depending on the incorrect angle. The inward or outward component of the weight causes the axis of rotation 34 of ball 31 to no longer be parallel to the tangent line of the slide 29. If the axes of rotation 34 for each ball 31 of the front pair of spherical wheel assemblies 30 are parallel to each other but not to the tangent line 27 of slide 29, then the spherical wheel vehicle 1 will not react properly to the centrifugal force created by the curves and turns of the slide. The additional inward or outward force created by the improperly angled wheels will alter the axis of rotation 34, and resulting z-axis, causing the spherical wheel vehicle 1 to either resist the centrifugal force or add to the centrifugal force. If the centrifugal force is enhanced then the spherical wheel vehicle 1 may become unstable and flip over as it would steer in the opposite direction of the curve. A dampened centrifugal force may slow the spherical wheel vehicle 1 significantly resulting in less excitement for the person or a complete loss of momentum.

Each spherical wheel assembly 30 will incur increased internal friction if the axes of rotation 34 for each ball 31 are not perpendicular to the z-axis direction of travel. The increased internal friction would result in ball 31 having uneven wear which may lead to a bare or flattened spots on the ball 31. Furthermore, non-parallel axes of rotation 34 between each spherical wheel assembly 30 or the tangent line 27 of slide 29 would place additional stress on the joint between the frame 10 and each spherical wheel assembly 30, specifically on the mount 33 and bracket 23.

If the rider decides to slow the spherical wheel vehicle 1, the rider engages the braking mechanism 60 by pulling the handle 63 of the “L”-shaped lever 62 toward the rear of the spherical wheel vehicle 1. Once the pulling force from the rider overcomes the compression of the spring 77, the “L”-shaped lever 62 rotates about the linkage assembly 66 causing the horizontal portion 64 with the brake pad 61 attached to rotate away from the underside of the contoured body 50 and towards the slide 29. As the brake pad 61 engages the slide surface 29, the spherical wheel vehicle 1 slows down. The rider may control the amount of brake force by varying how far the “L”-shaped lever 62 is pulled. When the rider releases the handle 63, the spring 77 compresses rotating the “L”-shaped lever 62 about the linkage assembly 66. The rotation continues until the vertical portion 73 of the “L”-shaped lever 62 engages the stopper 74. This rotation releases the brake pad 61 from engaging the slide 29 and returns the brake pad 61 to its stowed position under the contoured body 50.

In an alternative embodiment, the spherical wheel vehicle 1 may operate with three spherical wheel assemblies 30 with one located at the front on the center longitudinal axis 19 and the other two near the rear of the spherical wheel vehicle 1 spaced equidistant and opposing side of the center longitudinal axis 19. In this embodiment, the front spherical wheel assembly 30 is angled to be perpendicular to the frame 10. The rear spherical wheel assemblies are angled orthogonal to the tangent line 27 of where the ball 31 contacts the surface of the slide 29.

The present invention is described above in terms of a preferred illustrative embodiment of a specifically-described spherical wheel vehicle. Those skilled in the art will recognize that alternative constructions of such an apparatus can be used in carrying out the present invention. Other aspects, features, and advantages of the present invention may be obtained from a study of this disclosure and the drawings, along with the appended claims. 

I claim:
 1. A vehicle for moving over a surface comprising: a body having a first end, a second end, and a longitudinal axis extending between said first end and said second end; a first pair of spherical wheels attached to said body proximal to said first end wherein each spherical wheel is located on opposing sides of the longitudinal axis of said body; and a second pair of spherical wheels attached to said body proximal to said second end wherein each spherical wheel is located on opposing sides of the longitudinal axis of said body.
 2. A vehicle of claim 1 further comprising a spherical wheel assembly comprising a housing containing said spherical wheel wherein said housing is attached to said body and a portion of said spherical wheel is positioned outside said housing.
 3. A vehicle of claim 2 further comprising a bracket attaching said housing to said body.
 4. A vehicle of claim 2 wherein each said spherical wheel assembly is attached to said body such that the longitudinal axis of each said spherical wheel assembly is orthogonal to the tangent line of where said spherical wheel contacts said surface.
 5. A vehicle of claim 4 wherein said a first pair of spherical wheels are spaced equidistantly from said longitudinal axis of said body.
 6. A vehicle of claim 4 wherein said a second pair of spherical wheels are spaced equidistantly from said longitudinal axis of said body.
 7. A vehicle of claim 5 wherein said bracket is moveable.
 8. A vehicle of claim 1 wherein each said spherical wheel is attached to said body at an angle that the longitudinal axis of said spherical wheel is orthogonal to where to said spherical wheel contacts said surface.
 9. A vehicle of claim 1 wherein said body comprises a contoured portion attached to a frame.
 10. A vehicle of claim 9 wherein said first pair of spherical wheels and said second pair of spherical wheels are attached to said frame.
 11. A vehicle of claim 1 wherein said body comprises at least one vent.
 12. A vehicle of claim 1 wherein said body has a seating portion and leg wells to accommodate said person.
 13. A vehicle of claim 1 wherein said body has a backrest.
 14. A vehicle of claim 2 wherein said housing contains bearings positioned such that said spherical wheel contacts said bearings and not said interior surface of said housing.
 15. A vehicle of claim 2 wherein said housing has at least one opening
 16. A vehicle of claim 1 further comprising a braking mechanism comprising a brake pad located on the underside of said body; a lever attached to said brake pad; said lever positioned through said body; and wherein said brake pad contacts said surface when said lever is selectively engaged.
 17. A vehicle for moving over a surface comprising: a body; at least three spherical wheel assemblies comprising a ball secured within a housing wherein a portion of said ball is positioned outside said housing; and each said spherical wheel assembly is attached to said body at an angle such that the longitudinal axis of each said spherical wheel assembly is orthogonal to where said ball contacts said surface.
 18. A vehicle of claim 17 wherein said housing contains bearings positioned such that said ball contacts said bearings and not said interior surface of said housing.
 19. A vehicle of claim 17 wherein said housing has at least one opening.
 20. A vehicle of claim 17 further comprising a braking mechanism comprising a brake pad located on the underside of said body; a lever attached to said brake pad; said lever positioned through said body; and wherein said brake pad contacts said surface when said lever is selectively engaged.
 21. An amusement park ride comprising: a tubular shaped slide having a radius; a vehicle comprising a body having a seat; a first pair of spherical wheel assemblies, comprising a ball secured within a housing wherein a portion of said ball is positioned outside said housing and contacts said surface, spaced on opposing sides of the longitudinal axis of said body and attached to said body at an angle equal to arcsin(distance between said spherical wheel assembly and longitudinal axis of said body/(radius of said slide multiplied by distance between where said ball contacts said slide and where said spherical wheel assembly attaches to said body) plus 90; and a second pair of spherical wheel assemblies, comprising a ball secured within a housing wherein a portion of said ball is positioned outside said housing and contacts said surface, spaced on opposing sides of the longitudinal axis of said body and attached to said body at an angle equal to arcsin (distance between said spherical wheel assembly and longitudinal axis of said body/(radius of said slide multiplied by distance between where said ball contacts said slide and where said spherical wheel assembly attaches to said body) plus
 90. 